Internal-combustion engine.



No. 7|3,366. Patented Nov. Il, i902.

H. F. WALLMANN.

INTERNAL COMBUSTiON ENGINE.

(Application led Feb. 3. 1900.)

(No Model.) 2 Sheets Sheet L mog, ATTORNEY.' I

/Nv J 9" M No. 713,366. Patented Nav. |902.

- H. F. WMUMNN.l y

INTERNAL COMBUSTIUN ENGINE,

(Application mea Feb. 3. i900.) l

2 Sheets-Sheet 2.

(No Model.)

rl FIEL.

',f'r'l':

: JF B WTNESSES NVD/T01? wif/ZM Y BY www* 02V@ 1n: mms sans o. pHoro-uma. wwwmaron. n. c.

UNTTED STATES PATENT OFFICE.

HENNING FRIEDRICH VVALLMANN, OF CHICAGO, ILLINOIS, ASSIGNOR TO THE VALLMANN ENGINE COMPANY, A CORPORATION OF ILLINOIS.

lNTERNAL-CONIBUSTBON ENGINE.

SPECIFICATION forming part of Letters latent No. 713,366, dated November 11, 1902.

Application led February 3, 1900. Serial No. 3,842. (No model.)

To @ZZ whom t puny concern:

Be it known that I, HENNING FRIEDRICH WALLMANN, a citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Internal- Combustion Engines, of which the following is a specification.

My invention relates to internal-combustion engines of the two-cycle type, in which a charge of compressed air is mixed in suitable proportions with an inflammable gas or oil vapor ignited and expanded within the combustion-cylinder and made to perform work against the piston at every outstroke of the latter; and my present invention is principally in the nature of improvements upon the engines forming the subject-matter of the following applications heretofore filed by me: Serial No. 735,301, tiled October 30, 1899; Serial No. 788,594, led November 2S, 1899, and Serial No. 740,719, filed December 18, 1899. In the rst two of said applications I disclosed a plan for economizing power through the more effective utilization of the great heat generated in an internal-combustion engine by mixing with the hot products of combustion in the combustion-cylinder a body of compressed air and expanding the combined product through the remainder of the stroke in the combustion-cylinderand in some cases through an expansion-cylinder. In the last-named application I set forth a device for maintaining the combustion-cylinder and the Working piston and other cooperating parts at a working temperature without the usual water-jacket by injecting into the combustion-cylinder along with the body of compressed air a spray of water for cooling purposes.

In my present invention I have united and combined the several improvements above alluded to in a single compound-engine structure, embodying therewith other improvements in the organization of the engine, whereby it is adapted to the use of a liquid hydrocarbon fuel and whereby also the various cooperating elements are brought into advantageous relations to secure the most beneiicial results of their mutual interaction, the principal aim or object had in view being such a distribution and utilization ofthe heat necessarily generated in the combustion-cylinder and air-compressor as shall insure the greatest possible conversion of that heat into work performed on the crank-shaft.

My invention is illustrated in the accompanying drawings, in which- Figure 1 is an elevation of my improved engine with the cylinders, their valve-casings, and the crank-casing shown in central vertical section; and Fig. 2 is a vertical section at right angles to Fig. l on the line zr y of Fig. 1 and showing the relative angular dispositions ofthe several cranks on the crank-shaft.

Similarletters refertosimilarparts throughout both views.

A designates the cran k-shaft of the engine inclosed in a casing B and carrying at its opposite ends and outside the casing a pair of ily-wheels C C and a belt-pulley D, from which latter the power generated by the engine may be taken. On top of and supported by the casing B are three cylinders E, F, and G, arranged side by side, as shown. Cylinder E is a single-acting air-compressor, and its piston E is connected to a crank A on the crankshaft A by a connecting-rod E2. Cylinder F is a high-pressure combustion-cylinder, the piston F of which is connected to a crank A2 on the crank-shaft A hy a connecting-rod F2, and cylinder G is a low-pressure expansioncylinder having its piston G connected to the crank A3 on the crank-shaft A by a connecting-rod G2. A The aircompressor E is water-jacketed throughout, as shown, to abstract the heat of compression, and thereby lessen the power required to compress the air, and is provided with a positively-controlled inlet-valve I-I. It has two oppositely-located discharge-valves I and I, the former of which controls a pipe connection leading to a reservoir M and to the top ofthe combustion-cylinder F, and the latter controls a cored passage-way leading to au annular port f in the walls of the combustion-cylinder, said port fbeing so located as to be overrun by the packing-rings of the piston at approximately the middle point of its stroke.

J represents the fuel-inlet valve of the combustion-cylinder, and K is the exhaust-valve IOO thereof, Which controls a cored passage-Way leading over into the low-pressure expansioncylinder G. L is the exhaust-valve of the latter cylinder.

M is an air-reservoir conveniently located on top of the air-compressor E, as shown, and receiving through the pipe e' a part of the air delivered by the compressor on each compression-stroke. From said reservoir M air for the combustion of the fuel is admitted to the combustion-cylinder F at the proper period in the cycle of operations through pipes e' and e and a positively-actuated air-inlet valve J.

Secured to a bracket O' on top of air-compressor E is an oil-pump O of any suitable type or construction-as, for instance, the Well-known Brayton oil-pu nip-the function of which is to supply a suitable hydrocarbon oil in measured quantities for the combustible charges furnished to the combustion-cylinder F. This pump draws oil from a tank or reservoir (not shown) through a pipe o and delivers the same to the casing of the inletvalve J through a pipe o'.

In order to insure the delivery of fuel to the combustion-cylinder and to effect a thorough spraying thereof upon its introduction to the said cylinder, I have provided means for directing a fine blast of air at high pressure angularly across the mouth of the oildelivery pipe in the casing of the fuel-inlet valve J. This means comprises a small highpressure air-pu mp N,which may conveniently be secured by a bracket N to the cylinder of the air-compressor E, as shown, its piston being operated from a crank A4 on the end of the crank-shaft A outside the casing B. This pump N takes in air previously compressed from reservoir M through a short pipe m and delivers it at an increased pressure to the casing of the fuel-inlet valve through a discharge-pipe n.

A bracket P', supported on top of the airreservoir M, carries a pump P, similar in construction and operation to the oil-pump O. The function of this pump is to supply to the combustion-cylinder, preferably during the workingstroke and simultaneously with the introduction of the scavenging-blast, a jet or spray of Water for the purpose of cooling the combustion-cylinder and piston and maintaining the same at an operative temperature without the presence of the usual waterjacket. This cooling-spray I have found to be more effective to produce a uniform cooling of the combustion-cylinder and its piston if introduced at such a temperature as will insure its instant vaporization and consequent uniform and thorough distribution over the inner Walls of the cylinder in the form of superheated steam. To this end I avail myself of the heat of compression generated in the Walls of the air-compressor and, further, of the heat of the final exhaust of the engine to raise the temperature of the cooling-spray prior to its introduction to the combustioncylinder. The pump P draws Water from the Water-jacket of the air-compressor E through a pipep and on each forcing stroke directs a small body of water through a pipe p' into a heating-coil p2, incased in an asbestos-lined chamber Q. From the heating-coil 1'92 the Water or steam, as the case may be, is forced under the pressure exerted by the pump P through another pipe p3, leading to the annular chamberfin the walls of the combustion-cylinder. The chamber Q is heated by the exhaust from the expansion-cylinder G, which enters said chamber at one end through a pipe q and leaves it at the opposite end through a pipe q'.

I will now describe the mechanism I prefer to employ for properly timing and controlling the movements of the valves H, J, J', K, and L and for actuating the oil and Water pumps O and P, respectively. This mechanism, which for convenience of illustration is shown diagrammatically, comprises ahorizontal shaft S, Which is journaled in the upper ends of a pair of standards S' S', mounted on the upper heads of the cylinders E and G. This shaft S is continuously rotated in one direction on its axis from the main crank-shaft A through an intermediate vertical shaft R and bevel-gears A5, R', R2, and S2, so related as to effect one rotation of shaft S during each rotation of shaft A. On shaft S are keyed four cams s, s', s2 and s3, so disposed and timed as to control the operations of the valves J', J, K, and L, respectively,

.while s4 is a governor-controlled cam for regulating the closing of the air-inlet valve H. On the shaft S are also keyed two pairs of eccentrics S5 s6 and 87 S8, which actuate the slide-valves and plungers of the Water and oil pumps P and O, respectively. Between the cam s4 and the eccentric S7 is mounted on the shaft S a centrifugal governor T, connected on its opposite sides to said cam and eccentric and governing the time at which the cam allows the inlet-valve H to close and also the eccentricity of the eccentric and through it the amount of oil supplied for the combustible charge.

U indicates an electric sparker of any known and approved type.

The cranks A2 and A3, to which are connected the pistons of the combustion and expansion cylinders, respectively, are set diametrically opposite each other on the crankshaft, as shown by Fig. 2, while the crank A' of the air-compressor is about one hundred and thirty-five degrees behind the crank A2. lVith the parts in the position showny the piston of the combustion-cylinder has just iinished its inward or expelling stroke, the piston of the expansion-cylinder has just completed its outward or Working stroke, the piston of the low-pressure air-compressor E is about one-sixth up on its inward or compressing stroke, and the piston ofthe high-pressure air-pump N has started on its inward or forcing stroke. All the valves of the several IOO IIO

cylinders are in their closed positions. `With the continued rotation of the crank-shaft the pistons ofthe air-pumps N and E and of the expansion-cylinder Gall move inwardly,while the piston of the combustion-cylinder moves outwardly. As the latter piston begins its outward or downward stroke the cam s opens the air-inlet valve J of the combustion-cylinder anda charge of air, compressed into the reservoir M ou a previous upstroke of the piston E, is admitted through the pipes e' ande into the combustion-cylinder. A little later in the stroke, when the combustion-cylinder has thus received a certain charge of compressed air, the fcam s opens the valve J and the cam .5' permits the valve J to close. The oil-pu mp O forces a charge ot' fuel through the pipe o', which is met at its point of discharge by a blast of highly-compressed air from the high-pressure air-pump N through the pipe it, and in consequence of such spraying action of the air-blast and of the heat of the combustion-cylinder the fuel enters the latter cylinder past the open valve J in a finely-divided and more or less vaporized condition, where it mingles with the air previously admitted and forms therewith a highly-combustible charge. In the meanwhile the cam s3 has opened the exhaust-valve L of the expansion-cylinder, and as the piston G' rises the hot gases exhaust therefrom through pipe q, chamber Q, and pipe q, imparting most of their heat tothe Water in the pipe-coilp?. 'Vhen now the piston F in the combustion-cylinder has moved ashort distance down on its outward stroke, the valve .I closes, the charge is fired either hy the sparker U or by spontaneous ignition from the intense heat existing within the combustion-cylinder, and the piston F completes its out-Ward or working stroke under the expansiveimpulse of the gases thusignited. -IVhile the piston F is thus performing its working stroke the piston E of the air-compressor is compressing a body of air, a part of which is forced past valve I into reservoir M and the remainder of which is forced past valve I into the annular chamber f and the cored passage way leading thereto. When the packing-rings of the piston F on the outward stroke of the latter overrun the ports communicatiug with the annular chamber f, the coinpressed air, forced by the piston E', instantly rushes into the combustion-cylinder and impinging on the hot cylindrical surface of the upper end of the working piston and commingling with the hot products of combustion is heated and expanded thereby and maintains the pressure in the combustioncylinder substantially constant to the end of the stroke at the pressure existing at the time of its introduction.

In connection with the introduction of a body of compressed air into the hot expandingproducts of combustionin the combustioncylinder during the working stroke, as just described, it is also noted that the forcing stroke of the water-pump P is so timed that a jet or spray of Water heated by the heat of compression in the water-jacket of cylinder E and by thelow-pressure exhaust in chamber Q will be forced with the compressed air from annular chamber f into the hot products of comhustioninthecombustion-cylinder. This water, while possessing considerable heat and in some cases vaporized into steam, is nevertheless so cool relatively to the intense heat existing in the combustion-cylinder that it serves to maintain the temperature of the latter at au operative point in lieu of the usual water-jacket, and, furthermore, being converted into superheated steam at the instant of its introduction it augments in some measure the expansive effect of the products of combustion in the combustion-cylinder and later in the expansion-cylinder G. At the completion of the working stroke of piston F the piston E has completed its compressing stroke and has commenced its suction stroke. The valves J and .I are of course closed. The exhaust-valve L of the expansion-cylinder is allowed by its cam s3 to close, and immediately thereafter the exhaust-valve K of the combustion-cylinder is opened by its cam .s2 and held open during the entire inward or expelling stroke of the working piston. The products of combustion, commingled with the heated compressed air and superheated steam, exhaust over into the cylinder G, in which they further expand down to nearly atmospheric pressure, driving the piston G to the limit of its outward stroke, and thus performing additional work on the crank-shaft. At the same time the piston E' completes its suction and commences its compression stroke, while the high-pressure air-pump N admits a charge of air from the reservoir YM for the next spraying-blast. The moving parts thus arrive once more at the positions illustrated, whereupon the hereinabove-described cycle of operations is repeated.

rl`he governor T on the shaft S regulates the speed of the engine primarily through its control of the operating mechanism of the oilpump O, the governor acting to shorten or stop altogether the stroke of the oil-pump plunger when the speed becomes excessive. It further regulates the speed by more or less delaying the closing of the inlet-valve I-I of the air-compressor E when the speed exceeds normal until after the compression stroke has begun, thus furnishing a smaller body of air to the combustion-cylinder.

Inasm uch as the fuel is introduced into the combustion-cylinder after the introduction of the compressed air for the combustion of the fuel, it is essential that the body of air forming the spraying-blast should be at a higher pressure than the body of air previously admitted. For this purpose the tWo air-pumps E and N form, in effect, a two-stage air-compressor, the function of the small air-pump N being to compress to a higher stage a portion of the air previously compressed in cylinder IOO IIO

E, so as to insure the introduction of the fuel into the combustion-cylinder against the pressure already existing therein at the instant of its introduction.

Having thus described my invention, what I claim as new, and desire to secure by Leiters Patent, is-

1. In an internal-combustion engine, the combination with a combustion-cylinder, of means for supplying a body of compressed air thereto for the combustion of the fuel, means for subsequently injecting a charge of fuel at a higher pressure into said body of com pressed air and for firing the mixture, and means for introducing into the hot expanding products of combustion in the combustion-cylinder another body of compressed air commingled with a spray of water or steam, substantially as described.

2. In an internalcombustion engine, in combination a combustion-cylinder, means for supplying a combustible charge thereto, an air-compressor, an air-reservoir between the compressor and the combustion-cylinder, a valve-controlled passage-way between the compressor and an annular chamber in the walls of the combustion-cylinder, said annular chamber communicating with the interior of said cylinder through ports which are overrun by the working piston, a Valve-controlled connection between the air-reservoir and the combustion cylinder, and suitably timed valve-actuating mechanism whereby a part of the air compressed on each forcing stroke of the air-compressor is injected into the combustion-cylinder, andthe remainder is stored in the air-reservoir and subsequentlyutilized to form a part of the next combustible charge.

3. In a compound internal-combustion engine, in combination a combustion-cylinder, means for supplying a body of compressed air thereto for the combustion of the fuel, means for subsequently injecting a charge of fuel at a higher pressure into said body of compressed air, means for introducing into the hot expanding products of combustion another body of compressed air com mingled with a spray of water or steam, and a low-pressure expansion-cylinder in which the products of combustion, commingled with the heated air and superheated steam, may be expanded down to substantially atmospheric pressure.

4. In a compound internal-combustion engine, the combination with a combustion-cylinder andan expansion-cylinder communicating with each other and having their pistons connected to diametrically opposite cranks on the crank-shaft, of an air-compressor whose piston is operated from a crank on the crankshaft set approximately one hundred and thirty-five degrees behind the crank of the combustion-cylinder, and suitable Valve-controlled connections between said cylinders whereby a part of the air compressed on each forcing stroke of the air-compressor is directly injected into the combustion-cylinder and passes thence, with the products of combustion, into the expansion-cylinder, and the remainder is subsequently utilized to form a part of the next combustible charge.

In testimony that I claim the foregoing as my invention I have hereunto signed my name in the presence of two witnesses.

HENNING FRIEDRICH WALLMANN.

Witnesses:

SAMUEL N. POND, J. K. LAMBERT. 

